johnstone



(No Model.) 11 Sheets-Sheet 1 I. w. JOHNSTONE.

LOUOMOTIVE.'

No; 331,973. tented Dec. 8, 1 885.

I b1 5555i "-4 p 2 WITNESSES: INVENTOR N PETERS. Pl'cluljhmgmphcnwushmmm D C.

11 Sheets-Sheet 2.

(No Model.

F. w; JOHNSTONE. LOO'OMOTIVE.

No 331,973. te ted Dec. 8, 1885.

INVENTUR.

WITNESSES:

N. PETERS. PhctbLn'ucgrnphtr, wuhin zm D. L;

11 Sheets-.Sheet 3.

(No Model.) P. W. JOHNSTONE.

LOGOMOTIVB. No. 331,9'7$ Pa e r 1 td Dec. 8, 1885.

WITNESSES: INVENT'DB.

N. PETERS Fhmohthographur. Wzahinflnn. no.

(No Model.) 11 SheetsSheet 4. F. W. JOHNSTONE.

LO'UOMOTIVE.

No. 331,973. Patented Dec. 8, 1885.

WITNESSES: INVENTOR.

N PETERS. Pnmb-umo n hun Washingnn. ac.

ll sheets sheet 5 (No Model.) 7.

P. W. JOHNSTONE.

LOGOMOTIVE. No. 331,973 Patented Dec. 8,1885.

OD m 51 WITNESSES: INVENTOR.

N. PETERS. Fhnxo-Lz1hngrJphen Washinglan. Dye

(No Model.) i1 Shgets-Sheet 6.

P; W. JOHNSTONE.

LOGOMOTIVE.

Patented Dec. 8, 1885 U' J i No. 315L973.

NVENTOR.

N PETERS. PhalmLnhogmpIma wmm w". u

(No Model.) 11" SheetsSheet 8. F. W. JOHNSTONE.

LOGOMOTIVE.

No. 331,973. Patented Dec. 8, 1885..

WlTNESSES:

N PETERS. msu-mbu hm wamn enn. u. c

(No Model.) 1 11 Sheets-Sheet 9. F. W. JOHNSTONB.

LOGOMOTIVE.

llll II Paten d Dec. 8, 1885.

JNVENI'OR WITNESSES.-

N. FETERS. Pmo-Lmm m hcr, Wishingtc-I. D. (L

(No Model.) 11 Sheets-Sheet 10.

I. W. JOHNSTONEQ LOGOMOTIVE.

No: 8313973. Patented Dec; 8, 1885.

l I. 2 I I l ATTORNEY n. PETERS, Pmwumo m, wmm m. ma

11 Sheets-Sheet 11.

P; W. JOHNSTONE.

(No Model.)

LOGOMOTIVE.

Patented 1160.8, 1885,

Fig. 20.

INVENTOR ATTORNEY N PETERS. Phum-Lmm n rm. Washington. D. c.

NITED STATES Arnivr @rrrca runners W. Jonns'ronn, or MEXICO, MEXICO.

LOCOMOTlVE.

.QJESIPICATION forming part of Letters Patent No. 331,973, datedDecember 8, 1885.

Application filed August 20, 1885. Serial No. 174,879. (No model.)

To all whont it may concern:

Be it known that I, Farmers W. JOHN STONE, acitizen of the UnitedStates, residing at the city of Mexico, in the State and Republic ofMexico, have invented certain new and useful Improvements inLocomotive-Em gines, of which improvements the followingis aspecification.

lhe objects of my invention are to effect a material increase in thetractive force of a locomotive-engine without a proportionate increasein total weight and deadload relatively to constructions now andheretofore employed; to reduce as far as practicable the rigid wheelbaseof the engine,in order to admit ofpassing freely curves of comparativelyshort radius, and to provide for the employment of a fire box of amplecapacity for steam-generating requirements under the maximum tractiveforce exerted by the engine.

To these ends my invention, generall y stated, consists in alocomotive-engine havingboiler and water-supply-tank and fuel-binsecured upon a rigid frame, one or more pairs of cylinders fixed to saidframe, one or more systems of driving-wheels, each mounted in atruck orindependent frame which is movable about a vertical axis relatively tothe main frame, mechanism for transmitting power from the pistons to thedriving-wheels,whereby the free movement of the trucks is permittedwithout affecting the normal action of the pistons upon the cranlopins,mechanism for effeotin g the rotation of the driving-wheels throughcrankarms of greater length than half the stroke of the pistons,mechanism for controlling and maintaining the movement of thesteam-distribution valves in proper relation to that of the otherreciprocating parts under all conditions of traverse of the trucks,equalizing mechanism for uniformly distributing the load upon thedriving-wheels, and mechanism for properly distributing the weightbetween the driving-wheels, and subsidiary guidingtrucks swiveling inthe driving-wheel truck-frames.

The improvements claimed are hereinafter fully set forth.

Inasmuch as the weight which can be carried upon each driving-wheel of alocomotiveengine cannot, without involving undue wear and strain uponthe road-bed and superstructure and upon the tires, be materiallyincreased above that obtaining in the usual practice, increase oftractive force can be properly attained only by an increase in thenumber of driving-wheels, a limit to which is imposed, under ordinaryconstructions, by the necessity of adapting the engines to traversecurved portions of the lines. Increase of tractive force, together withcapacity of passingshort curves has been heretoforesought for in enginesof the so-called Fairlie type, in which the driving-wheels have beengrouped in one or more swiveling-trucks, which likewise carry thecylinders. Such construction involves the objection, which practice hasindicatedto be a material one, of necessitating unduly long steam andexhaust pipes and flexible joints therein, which are expensive anddiiiicult to make and maintain.

Under my invention the engine and tender are mounted on a single rigidframe, to which the cylinders are likewise secured, while thedriving-wheels are mounted in one or more swiveling trucks, therebyobviating the objection above stated, while retaining the advantage ofthe Fairlie construction as to facility of curving.

I further utilize the weight of the tender for adhesion by employing apair of cylinders therein, and provide a system of lever-connectionsbetween the cross-heads and connecting-rods, whereby the piston speed isreduced relatively to a given speed of engine, and also a system ofsprings and equalizinglevers for properly distributing the weight, andmeans for insuring the normal and uniform operation of the pistons andvalve mechanism, irrespective of the degree of swiveling movement of thetrucks resultant upon the curvature of 0 a curve of two hundred andeighty-eight feet, I

radius (twenty degrees); Fig. 3, a side view, in elevation, illustratingthe lever-connections between the cross-heads and crank-pins; Fig. 4, asimilar view of the spring and equalizer arrangement; Fig. 5, a partialhalf-plan view, partly in section, showing the cross-head andeccentric-connections; Fig. 6, a vertical transverse section, theleft-hand half being taken at the center of the pivot of the forwarddriv ing-wheel truck-frame and the right-hand half at a point in thecombustion-chamber in advance thereof; Fig. 7, a similar section, theright-hand half being taken at the center of one of the forwardcylinders and the left-hand half atapointin the smoke-box inrearthereof; Fig. 8, a half-vertical transverse section, on an enlargedscale, taken through one of the cross-heads and its guides; Fig. 9, asimilar section through the pivot of the forward driving-wheeltruckd'rame; Figs. 1.0 to 13, inclusive, detailed views, in elevation,of the reversing-lever mechanism; Figs. 14. to 21, inclusive,diagrammatic side views, in elevation, illustrating the application ofthe invention in different types of engines, respectively; Fig. 22, adiagrammatic plan view of the engine shown in Fig. 18, and Fig. 23 asimilar view of the engine shown in Fig. 21.

The engine selected as an illustration of the practical application ofmy invention is analogous, in the arrangement of its driving and truckwheels, to those of the ten-wheel type provided with siX coupleddriving-wheels and a four-wheeled leadingtruck, which are hereduplicatedthat is to say, for the purpose of utilizing the weight of thetender for adhesion an additional pair of cylinders is placed thereonand it is supported upon a supplemental set of-siX driving-wheels and afourwheeled leading-truck, the engine thus having four cylinders, twelvedriving-wheels, and two leading-trucks of four wheels each. The drivingmechanism and running-gear of the engine and tender being similar in allparticulars, those of the engine will only be described, the referencesthereto applying similarly to the corresponding numbers of the tender.

The boiler 1 is substantially of the usual locomotive type, having afire-box, 2, at its rear end, a smoke-box, 3, at its front end, and anintermediate series of fire-tubes, 5, and may be of any approved andpreferred construction within such type. The overhanging fire-box 2,being supported by the rearwardlyextending frame 9 and the reartruck-frame thereof, and not being confined between the drivingwheels,may be made ofas ample dimensions as are necessary or desirable forrequired steamgenerating ca;.acity, and, as shown in Figs. 6 and 7,isextended laterally beyond the d'riving-wheels, such extension beingpracticable to a distance equal to the greatest distance pen missible bythe distance between tracks and 5 width of cuttings and bridges of theline.

As herein shown, the major portion of the waist of the boiler, togetherwith the space construction, however, while of advantageous applicationin connection with the features about to be described, does not form anessential of my presentinvention, and being, moreover, fully set forthin another application for Letters Patent by me, filed January 15, 1885,

Serial No. 156,148, need not be herein at length described.

Theboiler 1 is secured to and supported upon a substantial continuousframe, 9, which is preferably formed of channel-iron members, as shown,and the water-tank and fuel-bin 10, equivalent to the ordinarytender,are likewise secured to the frame 9. A pair of cylinders, 11,each formed with a half-saddle casting in the usual manner, is bolted tothe smoke-box 3 and to the forward ends of the fi'ameplates 9, and thefire-box 2 is connected by brackets I 12 to the frameplates, the boltspassing through elongated or slotted holes,to admit of the freeexpansion of the boiler. The supplemental cylinders of the tender arebolted to the frameplates and to a substantial transverse casting, whichconnects the frameplates, and likewise serves as a foot-plate for thefireman. The guide-bars 13 of the crossheads 14 are bolted at theirfront ends to the cylinders and at their rear ends to guide-yok es15,which are secured to the frame-plates 9, and which serve as thesupports of the guides and of the boxes of the fixed fulcrunrlevers' andlifting -'shal'ts, to be presently described; The

frame-plates are likewise connected, between the main and forward pairsof each system of driving-wheels, by transverse girders or supports 16,each formed of two bars of channel-iron connected to the frame-plates byangle-plates 17, said girders carrying the main center plates of thetruck-frames, in which the driving-wheels are mounted. The forwardgirder, 16, is curved centrally in conformitywith the circle of thewaist of the boiler, which rests upon without being fast- 1 ened to thegirder, thus supporting. the latter vertically while being free to movehorizontally upon it under .the expansion and contraction induced bychanges of temperature.

The function of the girders 16 is to support the pivots of thedriving-wheel truck-frames and to transmit the tractive force appliedbythe cylinders to the driving-wheels from said frames to the main frame 9and draw-bar. The two systems of wheels which support, r e" spectively,the boiler and tender are each mounted in bearings in a driving-wheeltruckframe, 18, each of which frames is adapted to swivel or vibrate ina horizontal plane, independently of the main frame 9 of the engine,about the axis of a center bearing, 19, bolted to one of the transversegirders 16. The axles 20 of the driving-wheels 21 are fitted to rotatein boxes 22, which have a properly limited range of vertical movement inthe pedestals 23 of the driving-wheel truck-frames 18, each of whichframes is further provided at its forward end with a subsidiary leadingor guiding truck, 24, of the usual type, having four truckwheels, 25,and fitted to swivel about a center bearing, 26, independently of thetruck-frame and to the center line of draft.

The girders 16, which carry the center bearings,19, are so locatedrelatively to the drivingwheel truck-frames 18 as to distribute in de'sired proportions the weight to be carried by the driving and the truckwheels, respectively, of said frames, these proportions being, forexample, in the engine shown, about seventy thousand pounds on thedriving-wheels to twenty-two thousand five hundred pounds on thetruck-wheels of each driving-wheel truckframe. Each of the centerbearings, 19, is bolted at its upper end to one of the transversegirders16 of the main frame 9, and has secured upon its lower end aball-casting, 31, which fits into a corresponding socket-casting, 32,bolted to a transverse bearing-plate, 33, formed of wrought-iron plateswith cast-iron fillingpieces, and bolted firmly at its ends to thedrivingwvheel truck-frame 18. A center pin, 34, connects theball-and-socket joint thus formed and the bearing-plate 33. In lieu ofemploying side bearings, springs 35, fitting in sockets in brackets 36,bolted to the drivingwheel truck-frames 18, bear against each side ofthe center bearings, 19, thereby steadying the main frame 9 as againstlateral movement, while admitting of the free vibration-0f thedriving-wheel truck-frames about the axes of the center hearings inpassing over curved portions of the line.

That portion of the weight supported by each drivingwheel truck-framewhich is borne by the driving-wheels is transmitted thereto through apair of bearing-pins, 37, passing through the centers of a pair of longequalizing-levers, 38, and pivoting the same to the pedestal-braces 39of the main or center pairs of driving-wheels ot' the truck-frames 18.The equalizing-levers 38 are coupled by pins 40 to the shorterequalizing-levers 41 at points between the ends of the latter, and thelevers 41 are in turn coupled at their ends farthest from the levers 38to the outer hangers, 42, of the front and rear driving-wheel springs,43 44, and at their ends nearest to the levers 38 to links 45, hearingat their upper ends against equalizing beams 46, the opposite ends ofwhich are coupled, respectively, to the inner hangers, 47, of the frontand rear springs, 43 44, and to the hangers 48 of the main springs 49.It will be seen that by the above construction the distribution ofweight may be uniformly effected throughout each system ofdriving-wheels, and, further, that the points ofsupport 37 and 26 willnot change their relation to the center bearings, 19, as all shocks uponthe driving-wheels must be transmitted to the frames 18 through thebcaringpins 37.

Power is transmitted from the cylinders to the driving-wheels through alever mechanism, under which construction the free vibration of thedriving-wheels, with their truckframcs, is permitted without impairingthe normal conditions of transmission, and which admits of theemploymentof a length of crankpin stroke greater than that ol thepistons, and consequently of a reduced piston-speed relatively to agiven speed of the drivingwheels. In the engine illustrated the strokeof the pistons is eighteen inches and that of the crank-pins thirty sixinches.

Each of the cross-heads 14 carries a doublearmed eross-head lever, 50,which is journaled at its center to the cross-head, in line with thepiston-rod 51, by a pin, 52. The upper 1 arms of the cross head levers50 are coupled by tension-rods 53 to the upper arms of a pair ofdouble-armed fixed-fulcrum levers, 54, which are forged upon shortshafts 55, journaled in boxes or bearings 56, bolted to the rear sidesof the guideyokes 15, each of the shafts 55 having also forged upon itsinner end a downwardlyextending arm, v57. The lower arms of thecross-head levers 50 are coupled to the crankpins 58 of the maindriving-wheels by the main connecting-rods 59, and the lower arms of thefixed fulcrun1-levers 54 are coupled by the tension-rods 60 to pins 61,fixed in supporting-plates 62, bolted to and extending downwardly fromthe outer ends of the brackets 36, secured to the driving-wheeltruck-frames 18. The main crankpins 58 are connected by side or couplingrods 63 to the crank-pins 64 of the front and rear driving-wheels in theordinary manner. I

The advance and recession of the bearingpins 61 of the rear ends of thetension-rods 6O relatively to the cross-heads 14, which results from theswiveling movement in passing curves of the driving-wheel truck-frames18, with which said pins are, as above stated, connected, effectcorresponding movements of the fixed-fulcrum levers 54, which aretransmitted through the upper tensiourods, 53, and cross-head levers 50to the forward ends of the main rods 59; but inasmuch as thesupporting-plates 62- are at a distance from the axes of the centerbearings, 19, greater than that of the main crank-pins 58 therefrom,their longitudinal movement in curving will be greater than that of saidpins, and consequently of the rear ends of the main rods 59. Thus, forexample, ifin passing a curve, should the right hand driving-wheelschange their position relatively to the center line of the boiler so faras to throw the center of their main pin 58 and main rod crank-pin brassforward, say, two inches, the right-hand bearing-pin 61 and the lowerarm of the right-hand fixed-fulerum lever 54: would be advanced, say,two and three-sixteenths inches, while the front end of the main rod 59would of course require to be advanced only two inches. To compensatesuch difference of traverse and impart equal degrees of movement to theopposite ends of the main rods 59, the lower arms of the fixed-fulcrumlevers 54 are made of greater length than the upper arms,)roportionately to the diiference of traverse of the bearing-pins 61 andmain crank-pins 58, so that the movement of their upper arms may beequal to that of the main crank-pins and the movement of their lowerarms to that of the bearing-pins. In the example above cited thetraverse of the lower arms of the fixedfulcrum levels being two andthreesixteenths inches, that of the upper arms will be twoinches,.whieh, transmitted through the upper tension-rod, 58,'andcross-head lever 50, (the arms of which are of equal length) imparts amovement of two inches to the forward end of the main rod 59, suchmovement beingjust equal to that ofits rear end with the main (rinkpin.It will be seen that such changes of position of the driving-wheels andmain rods will be eifected without tendency to vary the position of thecrossheads or to effect any appreciable change in their travel, eitheras to their length of stroke or location on the guides.

Assuming the pressure on the piston to be twenty thousand pounds,tending to move it toward the rear end of the cylinder, such pressurewill be divided by the cross-head lever 50, ten thousand pounds actingon the main rod 59 to rotate the driving-wheels, and

ten thousand pounds on the upper tension-rod,

53, and fixed-fulcrum lever 54. The upper arm of said lever being to thelower arm as, say, two to two and three-sixteenths, a pressure of, say,nine thousand one hundred and fortythree pounds will be exerted on thelower tension-rod; but as the bearing-pin 61, to

which the rear end of the lower tension-rod is connected, is fartherfrom the center of the driving-wheel truck-frame than the maincrank-pin, in the proportion of two and three-sixteenths to two, thepressure of nine thousand one hundred and forty-three pounds exerted atthe pin 61 and transmitted to the driving-wheels through thedriving-wheel truck-frame will be equivalent to the pressme of tenthousand pounds in the opposite direction exerted by the main rod on themain crank-pin, and the opposing forces will be brought into the samevertical plane,

thereby counteracting any tendency of the main rod to force thedriving-wheels and their frames out of normal position. The forcesacting on the driving-wheels and drivingwheel truck-frame are similar tothose in engines of the ordinary construction having cylinders rigidlysecured to their frames, the piston acting in one direction and thecylinder in the other, in the same vertical plane which passes throughthe center of the cylin der.

It will be observed that in passing curves the plane of motion of thecrank-pin will be at a slight angle to the longitudinal center-line ofthe cross-head. To admit of the resultant change of position of the rearends of the main rods and lower tension-rods, the boxes or brassesthereof are pivotally connected to their stub ends, as seen in Figs. 8and 5. The straps 65,-which carry the brasses 66, are open at theirouter ends, and are pivoted at their inner ends by bolts 67 to the stubends of the rods, the inner ends of the straps being curvedconcentrically with the bolts 67 and fitting corresponding recesses inthe stub ends. Blocks 68 are secured in the outer ends of the straps tohold the brasses in position and fill up the straps. The rods are thusadapted to vibrate about the axes of the bolts 67, and

the brasses may be filed and keyed up without disturbing the rods oraffecting their free movement. To provide for the movement of theeccentric-rods 69 in the swiveling movements of the driving-wheeltruck-frames, said rods are coupled by pivot-bolts 70 to theeccentric-straps 71, and their forward ends are coupled by pivot-bolts72 to blocks 73, which are in turn coupled (by bolts at right angles tothe bolts 72) to lugs on the backs of the shiftinglinks 74, in the usualmanner.

In order to obviate interference with the regular and normal movement ofthe steamdistribution valves of the cylinders 11 by changes in theposition of the eccentrics and links relatively to the cylinders andvalves, resultant upon the movements of the main driving-axles whichaccompany the swiveling movements of the driving-wheeltruck-frames, thefollowing construction is provided: The boxes or bearin gs'7 5 ofthevalve rocker-shafts 76 are hinged to and suspended from brackets 77 bypins 7 8,passing through lugs on said brackets and on the rocker-shafts,the brackets 77 being bolted or riveted to the boiler and to the framebelow the tank,respeetively.

The rocker-shafts 76 are mounted in their dies or blocks 82 of the links74. The links are raised and lowered, as required, by the v movements ofliftingshafts 83, journaled in bearings 84, secured to the rear sides ofthe guide-yokes 15, said lifting-shafts carrying liftingarms 85, coupledto the link-hangers 86, and reverse-arms 87, coupled to reversebars 88,actuated by reverse-levers inthe cab,

' ward eccentrics.

as hereinafter described. Downwardly-projecting arms 89 are fixed to therocker-boxes 75, and said boxes are maintained in normal position bylinks 90, by which the arms 89 are coupled to the arms 57 of the shafts55, which carry the fixed-fulcrum levers 54. The forward ends of thelinks90 are also coupled by hangers 91 to short arms 92 on theliftingshafts 83, the coupling-pins 93, by which the links 90, arms 57,and hangers 91 are connected, passing through blocks fitting curvedslots in the lower ends of the arms 57.

Inasmuch as in the curving movements of the driving-wheel truck-framesthe drivingwheels advance on one side of the engine and recede on theother, and with them the driving-wh eel truclofr-ames, lowertension-rods, 60, and lower ends of the fixed-fulcrum levers 54, theeccentrics and links will be coincidently advanced and retracted througha degree of traverse proportionate to their distance from the center ofthe engine relatively to that of the lower tension-rods therefrom. Ifwhile, say, the right-hand links arein fullstroke forward motion, theyareadvanced, say, oneinch by the curving of the driving wheels withtheir frames, the lower ends of the right-hand fixed-fulcrum levers 5 1will be also advanced, and with them the arms 57, which carry with themthe lower ends of the arms 89, thereby swinging the right-handrocker-boxes on their snspendingpins 7 8, so that the centers of theright-hand rocker-shafts are advanced one-half an inch. Such movementpermits the ends of the upper rocker-arms and the valves to remain intheir normal positions,while the lower ends of the rocker-arms, coupledto the link-blocks, move forward in accordance with the advance of thelinks. The forward eccentric being on the outside, its change ofposition will be greater than that of the backing eccentric in curving,and therefore, in raising the links to any desired point of cut-off, itwill be seen that the influence of the backing eccentric will be exertedmore orless as the links are raised, and when in full-stroke back motionthe valves will be practically entirely under the influence of thebacking eccentrics, and the ends of the lower rocker-arms and thelink-blocks will he, say, thirteen-sixteenths of an inch out of normalposition, instead of one inch, as was the case when in fullstrokeforward motion under the influence of the for- This varying differencein the positions of the linkblock is compensated for by raising andlowering the blocks of the pins 93 in the curved slots of the arms 57coincidently with the raising and lowering of the links, which iseffected by the arms 92 of the lifting-shafts and the hangers 91, thehangers 91 being raised or lowered by thelifting-shafts 83 in raisingand lowering the links through the lifter-arms and linlchangers 86. Asthe forward ends of the connectinglinks are raised or lowered they, withthe rocker-box arms 89, to which they are connected, are subjected to ashorter or a longer leverage, re-

Vspectively, of the arms 57, the proportions being such as to alwaysmaintain the rockerboXes in the position proper to admit of regularmovement being imparted to the valves at all points of cut-off.

The lifting-shafts 83 are actuated to effect, by raising and loweringthe links 74, the reversal of movement of the pistons, and to vary thepoint of cut-off by two reverse-levers, 94 and 95, pivoted, by a commonbolt or stud passing through the bosses 96, to a suitable standard inthe cab of the engine. The reversebar 88 of the link-motion of theforward cylinders is coupled to the lower end of the reverse-lever 94,and that of the link-motion of the rear cylinders to the lower end ofthe reverse-lever 95. A suitable counterbalance, either spring orweight, may be connected with the lifting-shafts or reverse-levers inthe usual manner. The lever 9i causes a springlatch, 97, engaging thenotches of an ordinary fixed quadrant, 98, and the lever 95, asimilarlatch, 96, engaging the notches ofa short supplemental quadrant, 100,bolted to and moving with the lever 94. Two spring-catches, 101 102,fixed, respectively, upon the upper ends of rods 103 10st, are fitted toslide verticallyin the quadrant 100 on opposite sides of its center, soas to form the sides of a center notch in said quadrant for the latch 99of the lever 95. The spring-catches 101 102 are held up to theirpositions to engage the latch 99 by springs 105, and may be presseddownwardly, to enable the latch to clear them, by foot-levers 106 107,pivoted to the quadrant 100, and bearing against nuts or projections onthe rods 103 and 104. A guide, 108, curved concentrically with thequadrant 98, is secured at its ends thereto, and is provided with endinclines, 109, adapted to raise the latch 99 of the lever out of thenotches of the quadrant 100, the latch 99 being made of sufiicient widthto project over the top of the guide 108. By mov ing the lever 94: theshort quadrant and lever 95 will be correspondingly moved, so that byplacing the latch 99 in the center notch, between the springcatches 101and 102, the two levers can be moved eoincidently, and the forward andrear pairs of valves handled at the same time. Should it be founddesirable to work the rear cylinders somewhat lighter than the forwardones, by reason of diminution of weight on the rear driving-wheels, dueto consumption of fuel and water, the lever 95 can be cut back a notchor two on the quadrant 100 without moving the lever 94, the engineerplacing his foot upon the lever 106 and pressing the spring-catch 101down, to allow the latch 99 of the lever 95 to pass. The latch can beraised sufliciently far to pass over the notches of the quadrant 100,but not far enough to pass over the spring-catches 101 102, so that theengine can be reversed, should it become necessary to do so suddenly,with the main reverse-lever 94, regardless of the position of the lever95. If the lever 95 should stand in advance of the lever 94, the linksof the rear valve-motion would tend to strike their link-blocks beforethose of the forward valve-motion were fully reversed. Such tendency isobviated by the forward incline, 109, of the guide 108, which raises thelatch 99 of the lever 95 out of the notch in the quadrant 100, andpermits the lever 95 to remain stationary until overtaken by the lever94, when the spring-catch. 101 will pass under the latch 99, and the twolevers will beheld together during the remainder of the traverserequisite for reversing.

The application of my invention in engines of the several leading typesof wheel arrangement is illustrated in the diagrams Figs. 14 to 23,inclusive. Fig. 14 shows an eight-wheel engine, for freight or switchingservice, having four cylinders anda front and a rear truckframe, eachsupported on four driving-wheels; Fig. 15, a sixteen-wheel engine, forheavy passenger service, having four cylinders and a front and a reartruck-frame, each supported on four driving-wheels and a subsidiaryfourwheeled leading or guide truck; Fig. 16, a sixteen-wheel engine, ofthe Mogul type, for freight service, having four cylinders and a frontand a rear truck-frame, each supported on six driving -wheels and asubsidiary two-wheeled loading or guiding truck; Fig. 17, a twenty-wheelengine of the ten-wheel type, for freight service, which has beenhereinbefore fully described; Fig. 18, a twentywheel engine, of theconsolidation type, for freight service, having four cylinders and afront anda rear truck-frame, each supported on eight driving-wheels anda subsidiary twowheeled leading or guiding truck, the same being shownin plan view in Fig. 22; Fig. 19, an eight-wheel engine, for switchingservice, having two cylinders, and four driving-wheels in a forwardtruck-frame, the rear of the frame and tender being supported on afour-wheel truck; and Fig. 20, a sixteen-wheel engine, forexpress-passenger service, having two cylinders, and a forwardtruckframe supported on four driving-wheels, and a subsidiary fourwheelleading or guiding truck, the rear of the frame and tender being carriedupon a truck-frame, which is adapted to swivel upon a center, 110, onthe main frame of the engine, and is supported upon two subsidiaryfourwheel truck-frames, each swiveling upon a center, 111, on the maintruclcframe. In this engine, as in that of Fig. 15, it will be seen thatthe side rods are reduced to the minimum length.

The engine shown in Figs. 21 and 23 is of the same general type as thatof Fig. 20, with the following modifications. The stroke of the pistonis here of the same length as that of the crank-pins, and the pistonrodsare carried out of the front ends of the cylinders. The usual side rodsare dispensed with, and in lieu thereof two main rods, 59, are employedfor each cylinder, one of said rods connecting the lower end of thecross-head lever 50 with the crank-pin of the forward driving-wheel, and

the other connecting the lower end of the fixed fulcrum lever 54 withthe crank-pin of the rear driving-wheel. Inasmuch as the duty oftransmission is divided between the two main rods, they,as well as thedriving-wheel counter balances, mayibe made correspondingly light.

one to the other, their axles may be coupled I by wrought iron or steelcut gears 112 113. Each pair of driving-wheels being driven by equalforces exerted on the two main rods coupled to its crank-pins, the dutyof the gears will be limited to that of checking any tendency of onepair of driving-wheels to advance by slipping relatively to the other,and in no case will the gears be required to transmit more than a smallfractional part of the pressure acting upon the pistons.

I am aware that the employmentof drivingwheels mounted in a truck orbogie frame, which is adapted to swivel or vibrate independently of themain frame of a locomotiveengine and carries directly the cylinders fromwhich power is applied to the driving-wheels, was known at the date ofmy invention; and I am further aware that the utilization of the weightof a tender by providing the same with steam-cylinders whose pistons areconnected to driving-wheels supporting the tender is not new. Suchconstructions, which differ in essential particulars from my invention,I therefore disclaim.

.I claim as my invention and desire to secure by Letters Patent- 1. Thecombination, substantially as set forth, of a rigid main frame carryinga locomotive-boiler and a water and fuel receptacle, a series-ofdriving-wheels mounted in a truck or bogie frame adapted to move about acenter bearing fixed to the main frame,apair of steamcylinders fixedupon the main frame and having their piston-rods secured to cross -headsworking in guides thereon, and lever mechanism, substantially asdescribed, whereby said cross-heads are coupled to pins fixed on themain frame and to crank-pins on the drivingwheels, respectively.

2. The combination, substantially as set forth, of a rigid main frame, alocomotiveboiler, and a water and fuel receptacle secured, respectively,upon the forward and rear portions of said frame, a series ofdriving-wheels ICO mounted in a truck or bogie frame adapted to moveabout a center bearing fixed to the mainframe below the boiler, a pairofsteamcylinders fixed to the main frame and having their piston-rodssecured to crossheads working in guides thereon, lever mechanism, sub

forth, of a rigid main frame, a locomotiveboiler, and a water and fuelreceptacle, secured, respectively, upon the forward and rear portions ofsaid frame, a series'of driving-wheels mounted in atruck or bogie frameadapted to move about a center bearing fixed to the main frame below theboiler, a pair of steam-cylinders fixed to the main frame and havingtheir piston-rods secured to cross-heads working in guides thereon,lever mechanism, substantially as described, whereby said crossheads arecoupled to pins fixed on the main frame and to crank-pins on thedriving-wheels, respectively, a series of driving-wheels mounted in atruck or bogie frame adapted to move about a center bearing fixed to themain frame below the fuel and water receptacle, and a supplemental pairof steam-cylinders fixed to the main frame and having the crossheads oftheir piston-rods coupled through levermechanism, substantially asdescribed, to pins fixed on the main frame and to crank-pins on thedrivingwheels of the truck or bogie frame supporting the fuel and waterreceptacle.

4. The combination, substantially as set forth, of a rigid main framecarrying a locomotiveboiler and a water and fuel receptacle, a series ofdriving-wheels mounted in a truck or bogie frame adapted to move about acenter bearing fixed to the main frame, a pair of steam-cylinders fixedto the main frame and having their pistons connected to crank-pins onthe driving-wheels, and a subsidiary leading or guiding truck adapted tomove about a center bearing fixed to the driving-wheel truck-frame.

5. The combination, substantially as set forth, of a rigid main framecarrying a locomotive-boiler and a water and fuel receptacle, a seriesof driving-wheels mounted in a truck or bogie frame adapted to moveabout a center bearing fixed to the main frame, a pair ofsteam-cylinders fixed to the main frame, a pair of cross-head levers,each journaled to the piston-rod crosshead of one of said cylinders,apair of fixed fulcrumleversjournaled in bearings fixed to the mainframe, tensionrods coupling the cross-head levers and fixedfulcrunrlevers at their upper ends, tensiozr rods controlling themovements of the lower ends of the fixed fulcrum levers, and main rodscoupling the lower ends of the cross-head levers to crank-pins on thedrivingwheels.

6. The combination, substantially as set forth, of a rigid main framecarrying a locomotive-boiler and a fuel and water receptacle, a seriesof driving-wheels mounted in a truck or bogie frame adapted to moveabout a cen ter bearing fixed to the main frame, a pair ofsteam-cy1inders fixed to the main frame, a pair of cross-head levers,each journaled to the piston-rod cross-head of one of said cylinders, apair of fixed-fulcrum levers journaled in bearings fixed to the mainframe, tension-rods coupling the cross-head levers and fixed-fulcrumlevers at their upper ends, tension-rods coupling the lower ends of thefixed-fulcrum levers to bearing-pins on the driving-wheel truckframe,and main rods coupling the lower ends of the cross-head levers tocrank-pins on the driving-wheels.

7. The combination, substantially as set forth, of a rigid main framecarrying a locomotive-boiler and a water and fuel receptacle, a seriesof driving-wheels mounted in a truck or bogie frame adapted to moveabout a center bearing fiXed to the main frame, a pair ofsteam-cylinders fixed to the main frame, a pair of cross-head levers,each journaled to the piston-rod cross-head of one of said cylinders, apair of fixed-fulcrum levers journaled in bearings fixed to the mainframe, tension-rods coupling the cross-head levers and fixed-fulcrumlevers at their upper ends, and main rods coupling the lower ends of thecross-head levers and fixed-fulcrum levers, respectively, to crank-pinson the drivingwheels.

S. The combination, substantially forth, of a rigid main frame carryinga locomotive boiler, a series of driving wheels mounted in a truck orbogie frame adapted to move about a center bearing fixed to the mainframe, a pair of long equalizing-levers, each pivoted centrally by abearing-pin to and below one side of the truckframe and coupled at eachend to a shorter equalizing-lever, equalizing-beams coupled above thetruckframe by hangers at their ends to the drivingwheel springs, andlinks or hangers coupling one end of each of the short equalizingleversto the end of a drivingwheel spring and the other end of said lever tothe center of an equalizing'beam.

9. The combination, substantially as set forth, of a rigid main framecarrying a locomotive boiler, a series of driving wheels mounted in atruck or bogie frame adapted to move about a center bearing fixed to themain frame, a subsidiary leading or guiding truck supporting one end ofthe driving-wheel truck-frame upon acenter bearing,about which saidsubsidiary truck is free to move, and a spring and equ alizerarrangement, as d escribed, supporting the opposite end of thedrivingwheel truck-frame upon a bearing-pin below each side thereof.

10. The combination, substantially as set forth, of a rigid main framecarrying a locomotive boiler, a series of driving-wheels mounted in atruck or bogie frame, a center as set bearing secured to and projectingdownwardly 7 lower end of said center bearing and secured to atransverse bearing plate fixed to the truckframe, and springs fitting inguides or sockets on the truck-frame and bearing against the sides ofthe center bearing of the main frame.

12. The combination, substantially as set forth, of a rigid main framecarrying a locomotive-boiler and a pair of steam-cylinders, a series ofdriving-wheels mounted in a truck or bogie frame adapted to move about acenter bearing fixed to the main frame, and having crank-pins connectedwith the pistons of the steam-cylinders on the main frame,valveoperating eccentrics fixed upon one of the driving-axles, andeccentric-rods connected pivotally at one end to the straps of theeccentrics and similarly connected at the other end to valve-operatinglinks suspended from a lifting-shaft journaled on the main frame.

13. The combination, substantially as set forth, of a rigid main framecarrying a locomotive-boiler and a pair of steam-cylinders, a series ofdrivi ug-wheels mounted in a truck or bogie frame adapted to move abouta center bearing fixed to the main frame, and having crank-pinsconnected with the pistons of the steam-cylinders on the main frame,fixed-fulcrum levers secured upon shaftsjournaled on the main frame andcoupled at their opposite ends by tension-rods to pins on the truckframeand to leverspivoted to the cross-heads, valve rocker-shafts mounted inboxes hinged to brackets, which are fixed relatively to the main frame,and links connecting arms on the rocker-boxes with blocks fitting slotsin arms on the fixed-fulcrum-lever shafts, and with arms on thelifting-shaft of the valve-1inks.

14. The combination, substantially as set forth, of a rigid main framecarrying a locomotive-boiler and a pair of steam-cylinders, a series ofdriving-wheels mounted in atruck or bogie frame adapted to move about acenter bearing fixed to the main frame, and having crank-pins connectedwith the pistons of the steam-cylinders on the main frame, a pair ofcross-head levers each journaled to the pistonrod cross-head of one ofsaid cylinders, a pair of fixed-fulcrum levers journaled in bearingsfixed to the main frame, tension-rods coupling the cross-head levers andfixed fulcrum-levers at their upper ends, tension-rods connected bypivots to boxes or brasses fitting pins on the lower ends of thefixed-fulcrum levers and to boxes or brasses fitting pins on the truck-15. The combination, substantially as set forth, of a rigid main framecarrying a 1ocomotive-boiler and a pair of steanrcylinders, a series ofdriving-wheels mounted in a truck or bogie frame adapted to move about acenter bearing fixed to the main frame, and a pair of steam-cylindersfixed upon the main frame and having their pistons connected tocrankpins on the driving-wheels of stroke greater than that of thepistons.

16. The combination, substantially as set forth, ofa rigid mainframe,alocomotive-boiler, and a fuel and water receptacle, secured,respectively, upon the forward and rear portions of said frame, a seriesof driving-wheels mounted in a truck or bogie frame adapted to moveabout a center bearing fixed to the main frame below the boiler, a pairof steamcylinders fixed to the main frame and having their pistonsconnected to crank-pins on said driving-wheels, a series ofdriving-wheels mounted in a truck or bogie frame adapted to move about acenter bearing fixed to the main frame below the fuel and waterreceptacle, a pair of steam-cylinders fixed to the main frame and havingtheir pistons connected to crank-pins on said driving-wheels, a pair ofreverse-levers adapted to swing upon a common pivot and connected,respectively, with the linklifter shafts of the forward and the rearcylinders, and a quadrant secured upon one of the reverse-levers andserving to regulate the position of the other.

17. In a locomotive-engine of the type described, the combination,substantially as set forth, of a pair of link-motions and theiroperating-eccentrics mounted upon a forward truck or bogie, a pair oflinlcmotions and their operating eccentrics mounted upon a rear truck orbogie, a pair of reverse-levers adapted to swing uponacommon pivot onthe main frame of the engine, reverse-bars coupling said reverse-leverswith the lifting-shafts of the forward and rear link-motions,respectively, a long fixed quadrant having notches receiving thestop-latch of one of said levers, a short quadrant secured to said leverand having movable stops to engage the stop-latch of the other lever,and a guide secured to the long quadrant and having an end inclineadapted to raise the stop-latch of the lever last named from the notchesof the short quadrant.

FRANCIS W. J OHNSTONE.

"Witnesses:

A. Gnsxn DIAZ, M. S. MoOAY.

